Charging system

Abstract

The present application relates to a charging system. The charging system comprises: a first power supply apparatus, which is disposed outside an electric vehicle and is used to rectify alternating currents having different grid voltages into a first direct current; and at least one second power supply apparatus, each second power supply apparatus being integrated on an electric vehicle, a second power supply apparatus being electrically connected to the first power supply apparatus by means of a direct-current charging interface, and the second power supply apparatus being used to convert the first direct current output by the first power supply device into a second direct current conforming to a battery charging and discharging curve, so as to charge a power battery of the electric vehicle, a power device of the second power supply apparatus being cooled using a liquid cooling system of the electric vehicle. By means of providing a novel charging system, the present application simplifies the complex power supply design of existing charging piles, reduces the construction cost of charging piles, and improves adaptability, such that the charging piles are easy to popularize, solving the problem in the prior art of compatibility of charging communication protocols and charging interfaces for charging control between charging pile manufacturers and new energy vehicle enterprises, and prolonging the service life of vehicle-mounted power batteries.

Description

Charging system Technical Field

[0001] The present application relates to the field of vehicle charging technology, and in particular to a charging system. Background Art

[0002] In the context of low carbon, the rapid development of new energy electric vehicles is bound to drive the development of the electric charging pile market. However, the development of charging piles faces many uncertainties such as difficulty in charging implementation, high construction costs, and long profit cycles. Charging piles are still a bottleneck hindering the development of new energy and a social problem that urgently needs to be solved. Technical issues

[0003] As shown in Figure 1, in the existing technology, new energy electric vehicles are charged through a charging pile with a constant voltage and constant current regulated high-power power supply with a communication interface. The charging pile needs to be equipped with an AC input port, a rectifier circuit module, a DC-DC power supply module, a charging controller, and an output port with a communication interface. The vehicle needs to be equipped with a corresponding communication interface and communication protocol to connect to the charging pile. During charging, the high-power power supply is exclusive to the vehicle. Due to the characteristics of the vehicle-mounted power battery, high-power charging is used during fast charging. As the charging time increases, the charging power decreases and the charging efficiency is low. In this way, the utilization rate of the charging pile equipment is extremely low.

[0004] In addition, since there are many new energy vehicle manufacturers and their charging requirements are not the same, it is difficult for on-board chargers and charging piles to adapt to each other in terms of communication protocols, voltage levels, etc. The compatibility of on-board chargers and charging piles has always been the most serious problem facing the charging pile market. In addition, the requirements for the compatibility of the two new energy vehicles make it difficult to optimize the charging of the power battery according to its own acceptance curve, which affects the service life of the power battery. Technical Solutions

[0005] In view of the above-mentioned shortcomings of the prior art, the purpose of this application is to provide a charging system to solve the problems existing in the above-mentioned prior art.

[0006] To achieve the above objectives and other related objectives, the present application provides a charging system, comprising:

[0007] A first power supply device is provided outside the electric vehicle and is used to rectify the alternating current of different grid voltages into a first direct current; and

[0008] At least one second power supply device, each second power supply device being integrated into an electric vehicle, the second power supply device being electrically connected to the first power supply device via a DC charging interface, the second power supply device being configured to convert a first DC power output by the first power supply device into a second DC power conforming to a battery charge and discharge curve to charge a power battery of the electric vehicle;

[0009] Wherein, the power components of the second power supply device are cooled by the liquid cooling system of the electric vehicle.

[0010] In an optional embodiment of the present application, the first power supply device adopts a rectifier power supply design with a protection function.

[0011] In an optional embodiment of the present application, the second power supply device includes:

[0012] a DC chopper circuit, wherein an input end of the DC chopper circuit is connected to an output end of the first power supply device via the DC charging interface, and an output end of the DC chopper circuit is connected to the power battery;

[0013] A charging controller is connected to the control end of the DC chopper circuit, and is used to control the DC chopper circuit to convert the first DC power into a second DC power that conforms to the battery charge and discharge curve according to the battery charge and discharge curve to charge the power battery of the electric vehicle.

[0014] In an optional embodiment of the present application, the charging controller is connected to the vehicle controller, and the charging controller adopts a controller independent of the vehicle controller. The charging controller is connected to the vehicle controller, and the charging controller is used to receive the battery charge and discharge curve from the vehicle controller, and control the DC chopper circuit according to the battery charge and discharge curve to convert the first DC power into a second DC power that conforms to the battery charge and discharge curve to charge the power battery of the electric vehicle.

[0015] In an optional embodiment of the present application, the DC chopper circuit includes a second IGBT electronic switch, a freewheeling diode, and an inductor, and the DC charging interface includes a vehicle charging positive port and a vehicle charging negative port;

[0016] The collector of the second IGBT electronic switch is connected to the positive charging port of the vehicle, the emitter of the second IGBT electronic switch is connected to one end of the inductor and the cathode of the freewheeling diode respectively, and the gate of the second IGBT electronic switch is connected to the charging controller;

[0017] The anode of the freewheeling diode is connected to the negative electrode of the power battery and the negative charging port of the vehicle respectively;

[0018] The other end of the inductor is connected to the positive electrode of the power battery.

[0019] In an optional embodiment of the present application, the second power supply device further includes a filter capacitor, which is arranged in parallel at the output end of the DC chopper circuit.

[0020] In an optional embodiment of the present application, the second power supply device further includes a voltage and current sampling unit, which is used to collect the charging voltage and charging current output by the DC chopper circuit and feed them back to the charging controller.

[0021] In an optional embodiment of the present application, the first power supply device includes:

[0022] AC input port, external AC power;

[0023] A plurality of said DC output ports, each of said DC output ports being connectable to a DC charging port of said electric vehicle via a charging gun;

[0024] A rectifier circuit, wherein the input end of the rectifier circuit is connected to the AC input port, the output end of the rectifier circuit is connected to the DC output port, and the rectifier circuit is used to rectify AC power of different grid voltages into a first DC output.

[0025] In an optional embodiment of the present application, when the first power supply device charges a plurality of the electric vehicles at the same time, the second power supply devices of the electric vehicles jointly distribute the output power of the first power supply device.

[0026] The first power supply device further includes an air switch, and the first power supply device is connected to the AC power grid through the air switch.

[0027] In an optional embodiment of the present application, the rectifier circuit includes a bridge rectifier circuit, a thyristor rectifier circuit or a chopper rectifier circuit.

[0028] In an optional embodiment of the present application, the first power supply device has an overcurrent protection function.

[0029] In an optional embodiment of the present application, a method for implementing the overcurrent protection function of the first power supply device includes:

[0030] When the rectifier circuit is a bridge rectifier circuit, a fuse is connected in series between the output end of the bridge rectifier circuit and the DC output port;

[0031] When the rectifier circuit is a bridge rectifier circuit, a first IGBT electronic switch and a current transformer are connected in series between the output end of the bridge rectifier circuit and the DC output port, and when the current transformer detects that the output current of the first power supply device exceeds the maximum allowable current, the first IGBT electronic switch is controlled to disconnect the output circuit of the power supply device;

[0032] When the rectifier circuit is a thyristor rectifier circuit, the rectifier circuit is a bridge rectifier circuit with a current transformer connected in series between the output end and the DC output port. When the current transformer detects that the output current of the first power supply device exceeds the maximum allowable current, the thyristor rectifier circuit is controlled to disconnect the output circuit of the first power supply device.

[0033] In an optional embodiment of the present application, the first power supply device further includes a billing system.

[0034] In an optional embodiment of the present application, no communication interaction is performed between the first power supply device and the electric vehicle. Beneficial effects

[0035] The charging system of the present application can reduce the size of existing DC charging piles, simplify the complex power supply design of existing charging piles, significantly reduce the construction cost of DC charging piles, improve adaptability, make DC charging piles easier to popularize, and promote the development of new energy charging technology.

[0036] The charging system of the present application does not require communication between the first power supply device of the charging pile and the second power supply device of the vehicle-mounted charging device. There are no compatibility matching issues between the charging pile and the vehicle-mounted charging device regarding the charging communication protocol, voltage level and charging interface matching issues regarding charging control between existing charging pile manufacturers and new energy vehicle manufacturers.

[0037] The charging system of the present application, as the second power supply device of the on-board charging device, can convert the first direct current output by the first power supply device into a second direct current that conforms to the battery charge and discharge curve according to the optimal charging strategy to charge the power battery of the electric vehicle, thereby improving the service life of the power battery.

[0038] The charging system of the present application can utilize the liquid cooling system on the vehicle end to directly cool the power components of the second power supply device. By utilizing the high cooling efficiency of liquid cooling, the size of the second power supply device using liquid cooling can be greatly reduced compared to air cooling.

[0039] The charging system of the present application sets the second power supply device at the vehicle-mounted end. Since the charging frequency of electric vehicles is low, the usage frequency of the DC-DC power supply module in the second power supply device can be greatly reduced, thereby increasing the service life of the DC-DC power supply module.

[0040] In the charging system of the present application, the first power supply device and the second power supply device do not need to communicate with each other, thereby further simplifying the design of the charging pile, reducing the construction cost of the charging pile, improving the adaptability, and making the charging pile easy to popularize.

[0041] The charging system of this application adopts a design that is completely different from the existing charging system in terms of new energy charging technology, breaking the conventional thinking and providing a new type of new energy charging system. It provides a more convenient and efficient charging system for new energy charging technology, promotes the promotion, development and popularization of new energy, especially electric vehicles, and has huge market potential value. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] FIG1 shows a schematic structural diagram of an existing charging system.

[0043] FIG2 shows a schematic structural diagram of the charging system of the present application.

[0044] FIG3 shows a schematic diagram of the circuit structure of the first power supply device of the present application in a specific embodiment of the present application.

[0045] FIG4 shows a schematic diagram of the circuit structure of the first power supply device of the present application in another specific embodiment.

[0046] FIG5 shows a schematic diagram of the circuit structure of the first power supply device of the present application in another specific embodiment.

[0047] FIG6 shows a schematic diagram of the circuit structure of the second power supply device of the present application in a specific embodiment. Modes for Carrying Out the Invention

[0048] The following describes the embodiments of the present application through specific examples. Those skilled in the art will readily understand the other advantages and benefits of the present application from the disclosure herein. The present application may also be implemented or applied through various other specific embodiments, and the details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present application.

[0049] As shown in Figure 2, the present application provides a charging system, including a first power supply device 10 as a charging pile and at least one second power supply device 22 as an on-board charging device. The first power supply device 10 is arranged outside the electric vehicle 20 and serves as the system power supply side, and is used to rectify the AC power of different grid voltages into a first DC power. The first power supply device 10 can support charging multiple electric vehicles 20 at the same time; the second power supply device 22 serves as the system charging side. Each second power supply device 22 is integrated into an electric vehicle 20. The second power supply device 22 is electrically connected to the first power supply device 10 through a DC charging interface. The second power supply device 22 is used to convert the first DC power output by the first power supply device 10 into a second DC power that conforms to the battery charge and discharge curve to charge the power battery of the electric vehicle 20. The second DC power is an adjustable power supply, and the second DC power can be a constant DC power or a pulsed DC power. It should be noted that the second power supply device 22 can also have a reverse discharge function, so that the second power supply device 22 has a reverse pulse charging function.

[0050] Please refer to Figures 1 and 2. By retaining the rectifier circuit 12 in the existing DC charging pile as the first power supply device 10, and moving the DC-DC power supply module and related control circuits in the existing DC charging pile into the electric vehicle 20, and integrating them with the charging controller as the second power supply device 22, the first power supply device 10 is used to provide a stable high-power DC power supply, thereby simplifying the charging controller and power conversion circuit in the existing DC charging pile, so that the charging controller only needs to realize AC-DC control, and the air cooling device of the DC-DC power supply module in the existing DC charging pile can also be removed, further reducing the size of the existing DC charging pile, thereby greatly simplifying the complex power supply design of the existing charging pile, significantly reducing the construction cost of the DC charging pile, improving adaptability, making DC charging piles easy to popularize, and promoting the development of new energy charging technology.

[0051] In addition, since the DC-DC power supply module and related control circuits in the existing DC charging pile are moved to the electric vehicle 20, the first power supply device 10 is only used to rectify AC power into DC output, and there is no need to specifically control and transmit data through a communication interface or communication protocol. There is no need for communication between the first power supply device 10 and the second power supply device 22, that is, there is no need to configure a communication interface and communication protocol for communication between the charging pile and the on-board charging device. Therefore, there is no need to set a communication port on the charging gun of the first power supply device, but only set a DC positive output port and a DC negative output port. The first power supply device also does not need to be configured with a communication module and line for communicating with the electric vehicle. This not only simplifies the design of the charging pile, reduces the construction cost of the charging pile, improves adaptability, and makes the charging pile easy to popularize, but also makes the charging pile and the electric vehicle functionally restrict each other. There is no need to worry about the compatibility of the communication interface and protocol when charging, making the charging of the electric vehicle more flexible and convenient, and reducing the vehicle's range anxiety.

[0052] In addition, since there is no need for communication between the first power supply device 10 and the second power supply device 22, there are no compatibility matching issues, voltage level and charging interface matching issues regarding charging communication protocols for charging control between the charging pile and the on-board charging device. Moreover, since the DC-DC power supply module and related control circuits are all located on the vehicle side, the second power supply device 22 as an on-board charging device can convert the first direct current output by the first power supply device 10 into a second direct current that conforms to the battery charge and discharge curve according to the optimal charging strategy to charge the power battery of the electric vehicle 20, thereby improving the service life of the power battery.

[0053] Furthermore, by relocating the DC-DC power module from the existing DC charging station to the vehicle-mounted system, the vehicle-mounted liquid cooling system can be utilized to directly cool the power components of the second power supply unit 22. Taking advantage of the high cooling efficiency of liquid cooling, the size of the DC-DC power module can be significantly reduced compared to air cooling. Furthermore, by placing the second power supply unit 22 on the vehicle-mounted system, the low frequency of charging for the electric vehicle 20 significantly reduces the frequency of use of the second power supply unit 22, thereby increasing its lifespan and reducing its maintenance costs.

[0054] In this embodiment, the first power supply device 10 serves as a charging station. It is used to rectify AC power of varying grid voltages into a first DC power source for output. The first power supply device 10 utilizes a rectifier power supply design with protection, meaning it is an uncontrollable power supply design, with uncontrollable output voltage and current. When the first power supply device 10 is simultaneously charging multiple electric vehicles 20, the second power supply devices 22 of each electric vehicle 20 share the output power of the power supply device. Each second power supply device 22 of each electric vehicle 20 can obtain the corresponding output power from the power supply device based on the required charging power, rather than the fixed output power of the DC charging station monopolized by each electric vehicle 20 in existing charging systems. Due to the characteristics of the power battery, when charging, the power is greater at the beginning of charging, and as the charging time increases, the charging power becomes smaller. When charging multiple electric vehicles 20, they are usually not charged at the same time, and the charging power at the beginning of each charging is not the same. That is, using the non-exclusive output power distribution method of the charging system of the present application, each second power supply device 22 can obtain the required power from the first power supply device 10 on demand. Under the condition of the same total output power, each first power supply device of the present application can charge more electric vehicles 20 at the same time.

[0055] In this embodiment, the first power supply device 10 is a power supply device with overcurrent protection and a high-power rectifier circuit 12. As the power supply side, it includes an AC input port 11, a rectifier circuit 12, and a plurality of DC output ports 13. The AC input port 11 is connected to an external AC grid and is used to obtain AC power from the AC grid. The input end of the rectifier circuit 12 is connected to the AC input port 11, and the output end of the rectifier circuit 12 is connected to the DC output port 13. The rectifier circuit 12 is used to rectify AC power of different grid voltages into a first DC power and output it through each of the DC output ports 13.

[0056] In this embodiment, the first power supply device 10 further includes an air switch (not shown), one end of the air switch is connected to the AC input port 11, and the other end of the air switch is connected to the input end of the rectifier circuit 12, and the air switch is used to control the connectivity between the first power supply device 10 and the AC power grid.

[0057] The rectifier circuit 12 can be any rectifier circuit 12 design capable of converting AC power into DC power, such as a bridge rectifier circuit 121 as shown in Figures 3 and 4, a thyristor rectifier circuit 122 as shown in Figure 5, a chopper rectifier circuit, etc. As an example, the rectifier circuit 12 can be a three-phase rectifier circuit that converts 380V three-phase AC power into approximately 510V DC power, or a single-phase rectifier circuit that converts 220V single-phase AC power into approximately 300V DC power.

[0058] In this embodiment, since the DC-DC power supply module 22 in the existing charging pile is moved to the vehicle-mounted end, the first power supply device 10 and the second power supply device 22 do not need to communicate with each other, so that the charging gun of the power supply device can only be provided with a DC positive output port and a DC negative output port. The first power supply device 10 also does not need to be configured with a communication module and line for communicating with the electric vehicle 20, thereby further simplifying the design of the charging pile, reducing the construction cost of the DC charging pile, improving adaptability, and making the charging pile easy to popularize. Of course, the first power supply device 10 and the second power supply device 22 can also communicate with each other. Compared with the existing charging system, the communication between the two does not involve the interaction of charging parameters, but only the information of the end of charging can be exchanged, so that the first power supply device 10 cuts off the charging line.

[0059] In the present application, since the first power supply device 10 is any high-power power supply device capable of converting AC power into high-voltage DC power, in order to simplify the first power supply device, the first power supply device may adopt an uncontrollable power supply design. Of course, the first power supply device may also adopt a controllable power supply design. It should be noted that an uncontrollable power supply design means that the output voltage and / or current of the power supply are uncontrollable, while a controllable power supply design means that both the output voltage and current of the power supply are controllable.

[0060] In order to control the current of the first power supply device 10 and prevent overcurrent from damaging the power supply facilities or the first power supply device 10, the first power supply device 10 also needs to be provided with corresponding current limiting measures, that is, the first power supply device 10 has an overcurrent protection function.

[0061] As shown in FIG3 , in a specific example, a fuse 14 (e.g., a fuse) is connected in series between the output end of the bridge rectifier circuit 121 and the DC output port 13. By selecting a fuse 14 of appropriate specifications, when the output current of the first power supply device 10 is too large, the fuse 14 blows, thereby disconnecting the output circuit of the first power supply device 10, that is, using the fuse 14 to achieve current limiting.

[0062] As shown in FIG4 , in another specific example, a first IGBT electronic switch 16 and a current transformer 17 are connected in series between the output end of the bridge rectifier circuit 12 and the DC output port 13. The first IGBT electronic switch 16 and the current transformer 17 are used to implement current limiting. When the current transformer 17 detects that the output current of the first power supply device 10 exceeds the maximum allowable current, the controller of the first power supply device 10 controls the first IGBT electronic switch 16 to disconnect the output circuit of the first power supply device 10. That is, current limiting is implemented by the first IGBT electronic switch 16 and the current transformer 17. It should be noted that the first IGBT electronic switch 16 can also be replaced by other power switch tubes such as MOS tubes and GTOs.

[0063] In another specific example, when the rectifier circuit 12 is a thyristor rectifier circuit 122, a current transformer 17 is connected in series between the output end of the thyristor rectifier circuit 122 and the DC output port. The current transformer 17 and the characteristic of the thyristor rectifier circuit 12 itself that can shut down the output circuit of the first power supply device 10 are used to achieve current limiting. When the current transformer 17 detects that the output current of the first power supply device 10 exceeds the maximum allowable current, the controller of the first power supply device 10 controls the thyristor rectifier circuit 12 to disconnect the output circuit of the first power supply device 10.

[0064] In this embodiment, to facilitate billing, a billing system 15 can be added to the first power supply device 10. The billing system 15 is disposed between the rectifier circuit 12 and the DC output port. The billing system 15 can bill by power, by electricity, or by time.

[0065] As shown in Figure 2, the electric vehicle 20 is equipped with a DC charging interface 21, a power battery 24, a second power supply device 22, and a vehicle controller 23. The DC charging interface 21 is connected to the output port 13 of the first power supply device 10; the input end of the second power supply device 22 is connected to the DC charging interface 21, and the output end is connected to the power battery 24. The vehicle controller 23 is connected to the power battery 24 and the second power supply device 22 respectively. The second power supply device 22 is configured to convert the first DC power output by the first power supply device 10 into a second DC power to charge the power battery. The power components of the second power supply device 22 are cooled using the liquid cooling system of the electric vehicle 20.

[0066] It should be noted that the liquid cooling system of the electric vehicle 20 is used to cool the power devices of the electric motor, the power battery 24 and the second power supply unit 22. Since the electric motor is not working when the power battery 24 is charging, that is, the electric motor and the second power supply unit 22 work separately, the heat loads of the electric motor and the second power supply unit 22 are separate. Therefore, the power devices of the second power supply unit 22 can be cooled without changing the existing liquid cooling system, and the modification costs related to vehicle cooling will basically not increase.

[0067] The second power supply device 22 is used to boost or buck the first direct current output by the first power supply device 10, and convert it into a second direct current that conforms to the battery charge and discharge curve to charge the power battery of the electric vehicle 20. The boost or buck can be adjusted according to the voltage of the first direct current and the actual required charging voltage of the electric vehicle 20.

[0068] As shown in Figure 6, the second power supply device 22 may include, for example, a DC chopper circuit and a charging controller 23; the input end of the DC chopper circuit is connected to the output end of the first power supply device 10 through the DC charging interface 21, and the output end of the DC chopper circuit is connected to the power battery 24; the charging controller 224 is connected to the control end of the DC chopper circuit, and the charging controller 224 is used to control the DC chopper circuit according to the battery charging and discharging curve to convert the first DC power into a second DC power that conforms to the battery charging and discharging curve to charge the power battery 24 of the electric vehicle 20.

[0069] The DC chopper circuit may, for example, include a second IGBT electronic switch 221, a freewheeling diode 222, and an inductor 223. The DC charging interface 21 includes a positive vehicle charging port and a negative vehicle charging port. The collector of the second IGBT electronic switch 221 is connected to the positive vehicle charging port, the emitter of the second IGBT electronic switch 221 is connected to one end of the inductor 223 and the cathode of the freewheeling diode 222, and the gate of the second IGBT electronic switch 221 is connected to the charging controller 224. The anode of the freewheeling diode 222 is connected to the negative electrode of the power battery 24 and the negative vehicle charging port, respectively. The other end of the inductor 223 is connected to the positive electrode of the power battery 24. It should be noted that in the DC chopper circuit, multiple field-effect transistors connected in parallel can also be used to replace the second IGBT electronic switch. It should be noted that the second IGBT electronic switch 221 can also be replaced by other power switching transistors such as MOS transistors and GTOs.

[0070] The charging controller 224 can be either an independent controller or integrated with the vehicle controller 23. When the charging controller 224 is designed as an independent controller, the charging controller 224 is connected to the vehicle controller 23. The charging controller 224 is connected to the vehicle controller 23. The charging controller 224 is used to receive the battery charge and discharge curve from the vehicle controller 23 and control the DC chopper circuit to convert the first DC power into a second DC power that conforms to the battery charge and discharge curve based on the battery charge and discharge curve to charge the power battery 24 of the electric vehicle 20, thereby improving the battery life.

[0071] In order to control the charging process, the second power supply device 22 also includes a voltage and current sampling unit (not shown), which is used to collect the charging voltage and charging current output by the DC chopper circuit and feed them back to the charging controller 224. The charging controller 224 can adjust the charging current and voltage according to relevant battery parameters of the power battery 24, such as current, voltage, temperature, etc., so that the second power supply device 22 can charge the power battery 24 of the electric vehicle 20 according to the second DC power that conforms to the preset battery charge and discharge curve, avoiding the problem of incompatibility between the DC charging pile and the vehicle-mounted communication protocol and voltage level in the prior art, which makes it impossible to charge the power battery 24 according to the preset battery charge and discharge curve, thereby improving the battery life.

[0072] In an optional embodiment, the second power supply device 22 further includes a filter capacitor (not shown), which is disposed between the output end of the DC chopper circuit and the power battery 24. Of course, since the power battery 24 itself can serve as a capacitor, the second power supply device 22 may also be provided with no filter capacitor.

[0073] In an optional embodiment, the electric vehicle 20 may also be equipped with an AC charging interface and a small rectifier module. The AC charging interface may be integrated with the DC charging interface 21 into a single charging interface, or may be independently provided. The AC charging interface is connected to the input of the second power supply device 22 via the rectifier module. The AC power is rectified by the rectifier module and then input into the input of the second power supply device 22. The second power supply device 22 then converts the AC power into the power battery 24 of the electric vehicle 20, thereby enabling the electric vehicle 20 to adapt to applications where only AC power is supplied.

[0074] Since the second power supply device 22 can be used for step-up and step-down conversion, there is no need to configure a vehicle-mounted charger specifically for AC charging for the electric vehicle 20. The second power supply device 22 and the rectifier module can together realize the function of the vehicle-mounted charger on the existing electric vehicle 20.

[0075] It should be noted that the second power supply device 22 can be provided with two input terminals, connected to the DC charging interface 21 and the output terminal of the rectifier module respectively, or a single input terminal can be provided, with the DC charging interface 21 and the output terminal of the rectifier module both connected to the same input terminal. The vehicle controller 23 can monitor the plug-in status of the AC charging interface and the DC charging interface 21 and adjust the output power of the second power supply device 22 accordingly to meet the power requirements of DC and AC charging. In summary, the charging system of the present application adopts a design that is completely different from the existing charging system in terms of new energy charging technology. The DC-DC power supply module and related control circuits in the existing DC charging pile are moved to the electric vehicle. This not only reduces the size of the existing DC charging pile, simplifies the complex power supply design of the existing charging pile, reduces the construction cost of the charging pile, improves the adaptability, and makes the DC charging pile easy to popularize, but also can use the liquid cooling system on the vehicle end to cool power components such as the DC-DC power supply module, making the DC-DC power supply module smaller in size. This design breaks the conventional thinking and provides a new type of new energy charging system, providing a more convenient and more convenient charging system for new energy charging technology, promoting the promotion, development and popularization of new energy, especially electric vehicles, and has huge market potential value.

[0076] In the description herein, many specific details, such as examples of components and / or methods, are provided to provide a complete understanding of the embodiments of the present application. However, those skilled in the art will recognize that the embodiments of the present application can be practiced without one or more of the specific details or with other devices, systems, components, methods, components, materials, parts, etc.

[0077] It should also be understood that one or more of the elements shown in the figures may also be implemented in a more separate or more integrated manner, or even removed because they are inoperable in certain circumstances or provided because they may be useful depending on the application.

[0078] In addition, unless otherwise expressly indicated, any marking arrows in the drawings should be regarded as illustrative only and not limiting. Furthermore, unless otherwise indicated, the term "or" as used herein is generally intended to mean "and / or." Where a term is unclear in providing separation or combination capabilities, the combination of components or steps will also be considered as indicated.

[0079] The above description of the embodiments shown in the present application (including the content described in the abstract of the specification) is not intended to be an exhaustive list or to limit the present application to the precise form disclosed herein. Although the specific embodiments of the present application and the examples of the present application are described herein for illustrative purposes only, as those skilled in the art will recognize and understand, various equivalent modifications are possible within the spirit and scope of the present application. As noted, these modifications can be made to the present application according to the above description of the embodiments described in the present application, and these modifications will be within the spirit and scope of the present application.

[0080] This paper generally describes the system and method as details that help to understand the application. In addition, various specific details have been given to provide an overall understanding of the embodiments of the present application. However, those skilled in the relevant art will recognize that the embodiments of the present application can be put into practice without one or more specific details, or can be put into practice using other devices, systems, accessories, methods, components, materials, parts, etc. In other cases, known structures, materials and / or operations are not particularly shown or described in detail to avoid confusion in various aspects of the embodiments of the present application.

[0081] Thus, although the present application has been described herein with reference to specific embodiments thereof, freedom of modification, various changes and substitutions are also within the foregoing disclosure, and it should be understood that in some cases, some features of the present application will be adopted without the corresponding use of other features without departing from the scope and spirit of the claimed invention. Therefore, many modifications can be made to adapt a particular environment or material to the true scope and spirit of the present application. The present application is not intended to be limited to the specific terminology used in the claims below and / or the specific embodiments disclosed as the best mode contemplated for carrying out the present application, but the present application will include any and all embodiments and equivalents falling within the scope of the appended claims. Therefore, the scope of the present application will be determined solely by the appended claims.

Claims

1. A charging system, characterized in that: include: A first power supply device is arranged outside the electric vehicle and is used to rectify the alternating current of different grid voltages into a first direct current; as well as At least one second power supply device, each of which is integrated in an electric vehicle, the second power supply device is electrically connected to the first power supply device via a DC charging interface, and the second power supply device is used to convert the first DC power output by the first power supply device into a second DC power that conforms to the battery charging and discharging curve to charge the power battery of the electric vehicle; Wherein, the power components of the second power supply device are cooled by the liquid cooling system of the electric vehicle.

2. The charging system according to claim 1, characterized in that: The first power supply device adopts a rectifier power supply design with a protection function.

3. The charging system according to claim 1, characterized in that: The first power supply device comprises: AC input port, external AC power; A plurality of said DC output ports, each of said DC output ports being connectable to a DC charging interface of said electric vehicle via a charging gun; A rectifier circuit, wherein the input end of the rectifier circuit is connected to the AC input port, the output end of the rectifier circuit is connected to the DC output port, and the rectifier circuit is used to rectify AC power of different grid voltages into a first DC output.

4. The charging system according to claim 3, characterized in that: When the first power supply device charges a plurality of the electric vehicles at the same time, the second power supply devices of the electric vehicles jointly distribute the output power of the first power supply device.

5. The charging system according to claim 3, characterized in that: The rectifier circuit includes a bridge rectifier circuit, a silicon controlled rectifier circuit or a chopper rectifier circuit.

6. The charging system according to claim 1, characterized in that: The first power supply device has an overcurrent protection function.

7. The charging system according to claim 1, characterized in that: The first power supply device also includes a billing system. 8 . The charging system according to claim 1 , wherein no communication interaction is performed between the first power supply device and the electric vehicle.

9. The charging system according to claim 1, characterized in that: The second power supply device comprises: a DC chopper circuit, wherein an input end of the DC chopper circuit is connected to an output end of the first power supply device through the DC charging interface, and an output end of the DC chopper circuit is connected to the power battery; A charging controller is connected to the control end of the DC chopper circuit, and is used to control the DC chopper circuit to convert the first DC power into a second DC power that conforms to the battery charging and discharging curve to charge the power battery of the electric vehicle according to the battery charging and discharging curve.

10. The charging system according to claim 2, characterized in that: The charging controller is connected to the vehicle controller. The charging controller uses a controller independent of the vehicle controller. The charging controller is connected to the vehicle controller. The charging controller is used to receive a battery charge and discharge curve from the vehicle controller, and control the DC chopper circuit to convert the first DC power into a second DC power that conforms to the battery charge and discharge curve to charge the power battery of the electric vehicle according to the battery charge and discharge curve.

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